Fluid-pressure brake.



W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLICATION FILED MAY 11 1908.

Patented Mar. 9, 1915.

2 SHEETS-SHEET 1.

WITNESSES INWIEMTOR HE NORRIS PETERS C'J PHOTO-NIH: WASHING TON. 0.1:.

W. V. TURNER.

FLUID PRESSURE BRAKE.

APPLIGATION FILED MAY 11,1908.

Patnted M21129, 1915.

Z SHEETS-SHBET 2.

m kw R WITNE SSES W2 J/ THE NORRIS PETERS cc FHUTOJJTHQ. WASHINGTONv DC.

WALTER V. TURNER,

HOUSE AIR BRAKE OF PENNSYLVANIA.

OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- COMPANY, OFPITTSBURGH, PENNSYLVANIA, A CORPORATION FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

Patented Mar, 9, 19915.

To all whom it may concern:

Be it known that I, WALTER V. TnnNER, a citizen of the United States,residlng at Edgewood, in the county of Allegheny and State ofPennsylvania, have invented new and useful Improvements inFluid-Pressure Brakes, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularlyto an air brake equipment designed to be applied to steam or electriclocomotives for controlling the brakes thereon, either with orindependently of the train brakes.

The principal object of my invention is to provide a simply constructedapparatus of the above character having few parts and easily manipulatedto produce the desired results.

In the accompanying drawings; Figure l is a diagrammatic view,illustrating a locomotive air brake equipment with my improvementsapplied thereto, and Figs. 2 to 6 inclusive central sectional views ofthe combined automatic valve device and inde pendent brake valve,showing the relative position of the parts in runmng, lap, independentapplication, automatic application, and independent release positionsrespectively. I

As shown in Fig. 1 of the drawings, the locomotive air brake equipmentcomprises an engineers brake valve 1, automatic brake pipe 2, driverbrake cylinders 3, driver brake cylinder pipe 4, main reservoir 5, mainreservoir pipe 6, main reservoir reducing feed valve pipe 7, providedwith the usual reducing valve 8, auxiliary reservoir 9, and auxiliaryreservoir pipe 10, and so far the parts are all of the usualconstruction. According to a preferred form of my invention I provide anindependent brake valve 11 to which is secured the casing 12 of anautomatic or triple valve device, the auxiliary reservoir pipe 10 beingconnected to the valve chamber 13 of the triple valve and the brakecylinder pipe 4 opening to the valve seat of the main slide valve 14thereof. The triple valve device also comprises the usual piston 15contained in the piston chamber 16 for operating the main slide valve 14and the graduating valve 17.

In the normal running position of the independent brake valve, as shownin Fig. 2, a cavity 18 in the rotary valve 19 thereof connects theautomatic brake pipe 2 with a passage 20 opening into the piston chamber16, and a cavity 21 therein connects a passage 22 leading to the seat ofthe main slide valve 14, with an exhaust port 23. When air is suppliedto the automatic brake pipe by the usual operation of the engineersbrake valve, the same flows through the cavity 18 and passage 20 to thepiston chamber 16 and thence around the triple valve piston 15,

which is shifted to full release position,

through the usual feed groove, charging the main slide valve chamber andthe auxiliary reservoir to the standard brake pipe pressure. A passage27 is provided, which is open to the piston chamber 16 in the releaseposition of the triple valve piston, and leads to the chamber above therotary valve 19, so as to maintain the pressure therein at the brakepipe pressure and prevent the possibility of the valve being raised orlifted from its seat.

In the full release position of the triple or automatic valve device, acavity 24 in the main slide valve 14 connects the brake cylinder pipe 4with passage 22, so that the brake cylinder is now open to the exhaustport 23 of the independent brake valve.

Upon operating the engineers brake valve to effect a reduction in trainpipe pressure the triple valve piston 15 is actuated with the triplevalve pistons on the cars in the usual way, and assumes the automaticapplication position, as shown in Fig. 5 of the drawings, in which theauxiliary reservoir supply port 25 registers with brake cylinder port 4,so that air from the auxiliary reservoir is admitted to the brakecylinder.

Upon equalization of pressures on opposite sides of the triple valvepiston the graduating valve closes the auxiliary reservoir passage 25.Automatic release of the brakes is obtained by increasing the brake pipepressure, by which the triple valve piston shifts the main slide valveto full release position, connecting the brake cylinder port 4 with thepassage 22 and thence by cavity 21 the fluid in the brake cylinder isreleased to the exhaust port 23.

If it is desired to operate the locomotive brakes independently of thetrain brakes, the independentbrake valve handle is turned to independentapplication position, as shown in Fig. 4, in which the piston chamher 16is connected through passage 20 and cavity 21 with the exhaust port 23.The piston 15 is thereupon shifted to its extreme outward position sothat the brake cylinder port 1 is uncovered by the main slide valve 14:and air from the auxiliary reservoir is admitted to the brake cylinder.hen the desiredbrake cylinder pressure is attained, the independentbrake valve is turned to lap position, as shown in Fig. 3. In thisposition, the piston chamber 16 is connected to the automatic brake pipe2, through cavity 18 and passage 20, so that f the triple valve pistonis shifted to full release position by the brake pipe pressure. It will,however, be noted that in the lap position, the cavity 21 is shifted sothat the passage 22 is cut off from the exhaust port 28, and the fluidunder pressure admitted to the brake cylinder is held or retainedtherein. The brake cylinder pressure may be increased as desired bymoving the independcut brake valve handle to independent applicationposition and back to lap. \Vhile in lap position, it will also be notedthat the brake pipe is connected to the auxiliary reservoir through thefeed groove around the piston, so that the auxiliary reservoir ismaintained practically at the standard brake pipe pressure throughoutindependent applications of the locomotive brakes.

The locomotive brakes may be released by turning the independent brakevalve handle to the running position, Fig. 2, in which the passage 22 isconnected by the cavity 21 with exhaust port 23.

I also provide means for releasing the locomotive brakes independentlyof the position of the automatic valve device, as where an automaticapplication has been made and the connection from the brake cylinder tothe passage 22 is cut oil. For this purpose a passage 26, leading fromthe brake cylinder passage 4 opens at the valve seat of the rotary valve19. This passage 26 is so located that upon turning the independentbrake valve handle to the independent release position, as shown in Fig.6, the cavity 21 connects said passage with the exhaust port 23. Thus,when it is desired to release only the locomotive brakes, whetherapplied independently or automatically, the independent brake valvehandle is turned to the independent release position and air is releaseddirectly from the brake cylinder through the passage 26.

It will now be apparent that the locomotive brakes may be graduallyapplied or released independently of the train brakes, and thelocomotive brakes may be held applied while releasing the train brakesor released while holding the train brakes by means of a simpleapparatus of few parts.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is

1. In a fluid pressure brake, the combination with a brake pipe, and anautomatic valve device operated by variations in brake pipe pressure forsupplying and releasing air to and from the brake cylinder, of amanually operated valve having means for also controlling the operationof said valve device to apply and release the brakes and having aposition for releasing air directly from the brake cylinder.

2. In a fluid pressure brake, the combination with a brake pipe and anautomatic valve device operated by reduction in brake pipe pressure forsupplying air to the brake cylinder, of an independent manually operated valve, having means for controlling the operation of said valvedevice to apply and release the brakes and having a position for closingthe outlet from the brake cylinder exhaust of said automatic valvedevice.

3. In a fluid pressure brake, the combination with a brake pipe,engineers brake valve, auxiliary reservoir, and a triple valve deviceoperated by a reduction in brake pipe pressure for supplying air fromthe auxiliary reservoir to the brake cylinder, of an independent brakevalve having ports for releasing air from said triple valve to apply thebrakes and having a position for connecting said brake pipe to thetriple valve device and for closing the outlet from the brake cylinderexhaust port to the triple valve device.

4:. In a fluid pressure brake, the combination with a brake pipe,engineers brake valve, auxiliary reservoir, and a triple valve deviceoperated by a reduction in brake pipe pressure for supplying air fromthe auxiliary reservoir to the brake cylinder, of an independent brakevalve having ports adapted in one position to release air from thepiston of the triple valve device to supply air to the brake cylinder,and in another position to supply air from the brake pipe to said pistonand close the outlet from the brake cylinder exhaust port of the triplevalve device.

5. In a fluid pressure brake, the combination with a brake pipe, and anautomatic valve device operated by variations in brake pipe pressure forsupplying and releasing air to and from the brake cylinder, of amanually operated valve having ports adapted in one position of thevalve to release air from the piston of said automatic valve device andopen the fluid pressure supply pas sage to the brake cylinder and inanother position thereof to close theoutlet for releasing air from thebrake cylinder and to supply air to said piston to close the supplypassage.

6. In a fluid pressure brake, the combination with a brake pipe, and anautomatic valve device operated by a reduction in brake pipe pressurefor applying the brakes,

of a manually operated valve having ports adapted in one position torelease air from said valve device to apply the brakes, and in anotherposition to open a direct exhaust passage from the brake cylinder torelease the brakes.

7. In a fluid pressure brake, the combination with a brake pipe and atriple valve device operated by variations in brake pipe pressure forcontrolling the direct admission and release of fluid under pressure toand from the brake cylinder, of a manually operated valve having meansfor releasing the brakes and also for varying the pressure on saidtriple valve device to apply the brakes independently of the brake pipepressure.

8. In a fluid pressure brake, the combination With a triple valve deviceoperated by variations in train pipe pressure for supplying andreleasing air to and from the brake cylinder and an engineers brakevalve for controlling the variations in train pipe pressure, of anindependent brake valve for also operating the triple valve device andadapted to supply fluid to the auxiliary reservoir side of the triplevalve device with the brakes independently applied.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER.

Witnesses:

R. F. EMERY, EDITH B. cDoNALD.

Uopiee of this patent may be obtained for five cents each, by addressingthe "Commissioner of Patents,

aamon, n W

